Activity in CFRTP for Automotive Applicationj-t.o.oo7.jp/publications/20131112JISSE13-PPT.pdf13th...

13th Japan International SAMPE Symposium & Exhibition (JISSE‐13)

11‐13 November 2013Nagoya, Japang y , p

Current Japanese Activity in CFRTP for Mass Production Automotive Application

Jun TakahashiJun TakahashiThe University of Tokyo, Japan

andTakashi Ishikawa

Nagoya University, Japan

Big Wave of Composite Research

80

90

100

Long Term Trend in Crude Oil Price

rel)

30

40

50

60

70

de Oil Price ($/bar

0

10

20

1965 1970 1975 1980 1985 1990 1995 2000 2005 2010

Crud

Big Wave of Composite Research

Global Boom of Composite Materials

Tohou2 Aomori5 Akita

Kanto10 Gunma11 Saitama

Tohou2 Aomori5 Akita

Kanto10 Gunma11 Saitama

Japanese Regions and Prefectures Promoting CFRP

17/47

11 Saitama13 Tokyo

Chubu15 Niigata17 Ishikawa18 Fukui21 Gifu22 Shizuoka23 Aichi

Kinki (Kansai)

11 Saitama13 Tokyo … LCIC

Chubu15 Niigata17 Ishikawa … ICC18 Fukui21 Gifu … GCC22 Shizuoka23 Aichi … NCC

Kinki (Kansai) ( a sa ) Chugoku

34 Hiroshima35 Yamaguchi

Shikoku36 Tokushima38 Ehime

Kyushu40 Fukuoka

( a sa ) Chugoku

34 Hiroshima35 Yamaguchi

Shikoku36 Tokushima38 Ehime

Kyushu40 Fukuoka

Recent Established Japanese Composite Research Centers

Since Name Full name Location Key persons

2009July LCIC

Low Carbon EngineeringInnovation

The University

ofKazuro KageyamaJun Takahashi

Since Name Full name Location Key persons

2009July LCIC

Low Carbon EngineeringInnovation

The University

ofKazuro KageyamaJun Takahashi

Center Tokyo

2012April NCC

NationalComposite Center

Nagoya University Takashi Ishikawa

2012 GCC

Gifu University Composite Gifu TakushiMiyake

Center Tokyo

2012April NCC

NationalComposite Center

Nagoya University Takashi Ishikawa

2012 GCC

Gifu University Composite Gifu TakushiMiyake

April GCC pMaterials Center

Universityy

Asami Nakai

2012August ICC

Ishikawa CarbonFiberCluster

Kanazawa Institute

of Technology

Isao KimparaKiyoshi Uzawa

April GCC pMaterials Center

Universityy

Asami Nakai

2012August ICC

Ishikawa CarbonFiberCluster

Kanazawa Institute

of Technology

Isao KimparaKiyoshi Uzawa

Ishikawa Innovative Composite materials research & development Center

革新複合材料研究開発センターInnovative Composite materials research and development Center

4,400m2 Total2,500m2 Working Area

Manufacturing and Mechanical Testing Facilities


Analytical Facilities and Laboratories


NMR

FE-SEMXPS

Chemical Facilities and Laboratories


1,500

2,000

2,500

3,000

原価

（円

/kg）

3,000

4,000

5,000

6,000

7,000

原価

（円

/kg）

Effective Cost Reduction Methods of CF/PP Parts

Cost (yen/kg)

ost (yen

/kg)

Productive CF

0

500

1,000

0 500 1000150020002500300035004000

将来原

炭素繊維原価（円/kg）

1,000

1,200

g）

1,600 1,800 2,000

kg）

0

1,000

2,000

1 3 5 7 9 11 13 15 17 19

将来原

成形サイクルタイム（分）

Parts C

/kg)

Parts C

o/kg)

Molding Cycle Time (minutes) CF Cost (yen/kg)

Design forFunction

0

200

400

600

800

0 5 10 15 20 25 30 35 40 45 50 55 60

労務費光熱費建屋費型費設備費樹脂炭素繊維

将来

原価

（円

/kg

繊維体積含有率（％）

0 200 400 600 800

1,000 1,200 1,400

50 55 60 65 70 75 80 85 90 95 100

将来

原価（

円/k

歩留まり（％）

Parts C

ost (yen

/

Parts C

ost (yen

/

Effective Usage Ratio of CF (%) Volume Fraction of CF (%)

LaborOperationConstructionConsumptionMachineResinCF

unit passengerautomobile truck wind turbine

bladecommercial airplane (L)

world stock 103700,000@2010

1,000,000@2030

1,300,000@2050

260,000@2010

380,000@2030

500,000@2050

120@2010

1,000@2030

1,500@2050

15@2010

30@2030

45@2050

53 000@2010 20 000@2010 25@2010 0 6@2010D ti i f b fib J N ti l

World Carbon Fiber Potential Demand by Application

world annualproduction 103

53,000@2010

75,000@2030

100,000@2050

20,000@2010

30,000@2030

40,000@2050

25@2010

50@2030

60@2050

0.6@2010

1.2@2030

1.8@2050

CF demandper product ton 0.1 0.4 4 25

world annualCF demand

103 tonsper year

5,300@2010

7,500@2030

10,000@2050

8,000@2010

12,000@2030

16,000@2050

100@2010

200@2030

240@2050

15@2010

30@2030

45@2050

200 000 50 000 5 000 300

Drastic increase of carbon fiber production capacity is necessary

Japanese National Project 2011‐2017

production volumeper plant

per year 200,000 50,000 5,000 300per day 800 200 20 1.2per hour 50 13 1.25 0.075

number of plants(Assuming an ideal production plant)

265@2010

375@2030

500@2050

400@2010

600@2030

800@2050

5@2010

10@2030

12@2050

2@2010

4@2030

6@2050

CF demandper plant

103 tonsper year 20 20 20 7.5

Drastic high cycle manufacturing technology of CFRP is necessary

Japanese National Project 2008‐2022

Effective Cost Reduction Methods of CF/PEEK Parts

15,000

20,000

25,000

30,000

15,000

20,000

25,000

30,000

Cost (yen/kg)

ost (yen

/kg)

0

5,000

10,000

1 3 5 7 9 11 13 15 17 190

5,000

10,000

0 500 1000 1500 2000 2500 3000 3500 4000

25,000

30,000

25 000

30,000

35,000

Parts C

Molding Cycle Time (minutes)

Parts C

o/kg)

/kg)

CF Cost (yen/kg)

0

5,000

10,000

15,000

20,000

50 55 60 65 70 75 80 85 90 95 1000

5,000

10,000

15,000

20,000

25,000

0 5 10 15 20 25 30 35 40 45 50 55 60

労務費光熱費建屋費型費設備費樹脂炭素繊維Pa

rts C

ost (yen

Parts C

ost (yen



1,500

2,000

2,500

3,000

原価

（円

/kg）

3,000

4,000

5,000

6,000

7,000

原価

（円

/kg）

Effective Cost Reduction Methods of CF/PP Parts

Cost (yen/kg)

ost (yen

/kg)

Productive CF

0

500

1,000

0 500 1000150020002500300035004000

将来原

炭素繊維原価（円/kg）

1,000

1,200

g）

1,600 1,800 2,000

kg）

0

1,000

2,000

1 3 5 7 9 11 13 15 17 19

将来原

成形サイクルタイム（分）

Parts C

/kg)

Parts C

o/kg)

Molding Cycle Time (minutes) CF Cost (yen/kg)

Design forFunction

0

200

400

600

800

0 5 10 15 20 25 30 35 40 45 50 55 60

労務費光熱費建屋費型費設備費樹脂炭素繊維

将来

原価

（円

/kg

繊維体積含有率（％）

0 200 400 600 800

1,000 1,200 1,400

50 55 60 65 70 75 80 85 90 95 100

将来

原価（

円/k

歩留まり（％）

Parts C

ost (yen

/

Parts C

ost (yen

/



Expectations for CFRTPAirplane Automobile

Motivation

High oil price→ tight national budget

(including military budget)

→ low‐cost CFRP (<50$/kg)

High oil price and CO2 measures→ weight lightening & early spread

of EV (by battery reduction)

→ low‐cost CFRP (<10$/kg)and maintenance and recycling

Directionof

technologydevelopment

Material&

PreformLow‐cost engineering plastics

Low‐cost & productive CFLow‐cost general‐purpose resinLow‐cost impregnation

Low‐cost manufacturing→ from hours to minutes→ thermoforming/welding

Yield improvement

Low‐cost manufacturing→ less than one minute→ thermoforming/welding

Yield improvementMolding Yield improvement→ automatic tape placement

Measures for labor cost and intellectual property→ automation

Yield improvement→ recycling of in‐plant waste

Measures for labor cost and intellectual property→ automation

OperationReparabilityImpact resistanceSimplification of NDI

ReparabilityRecyclability of market wasteNew design for dynamic social demand

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Japanese National Projects For Mass Production CFRP Automobile

CFRTP (structure) Project (2013‐2022) 120M$

Composite design High cycle manufacturingMarket waste recycling

CFRTP (material) Project 40M$

Parts replacement High cycle molding In‐plant waste recycling

METI, +25 (+9)PL: Prof. Takahashi (LCIC), Prof. Ishikawa (NCC)

LCIC, NCC, ICC, Tokyo Institute of Tech., Fukui Pref., JFCC,NIMS, Mitsubishi Rayon, Toho Tenax, Toray, Toyobo, Shimadzu, Aisin Seiki, Fukui Fibertech, KADO Corporation,Komatsu, Kyowa, Takagi Seiko, IHI, SHI, Honda, Mitsubishi Motors, Nissan, Suzuki, Toyota (GCC, TohokuUni., Yamagata Uni., AIST, JAXA, DOME, Taiseiplas, TorayEngineering)

METI, NEDO, +5 (+5)PL: Prof. Takahashi (LCIC)

LCIC, Mitsubishi Rayon, Toray,Toyobo, Takagi Seiko(Kyoto Institute of Tech.,Shizuoka Uni., Tohoku Uni.,Toyama Uni., Yamagata Uni.)

2020Tokyo

Engineering)

Innovative CF Project Productive & low cost

METI, +5GM: Prof. Kageyama, PL: Prof. Hatori (LCIC)

LCIC, AIST, Mitsubishi Rayon, Teijin, Toray

Consortium Members (34) of CFRTP Project

LCIC NCC

ICC

GCC

World Passenger Automobile Production Share (2011)

JapanChina

Others8%

World production share30%

Korea10%

France9%

8%p

Toyota 11%Nissan 6%Honda 5%Suzuki 4%Mazda 2%

Mitsubishi 2%Gremany19%USA

16%

Subaru 1%

World Carbon Fiber Share (2012)

Productioncapacity

Consumption

Productionvolume

Consumptionby region

Japan Western China Others

World Passenger Automobile Production Share (2011)

JapanChina

Others8%

World production share30%

Korea10%

France9%

8%p

Toyota 11%Nissan 6%Honda 5%Suzuki 4%Mazda 2%

Mitsubishi 2%Gremany19%USA

16%

Subaru 1%

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020


CFRTP (structure) Project (2013‐2022) Composite design High cycle manufacturingMarket waste recycling

CFRTP (material) Project Parts replacement High cycle molding In‐plant waste recycling





Engineering)




SeatDoor FrameFender Support

Front CowlRR luggage Partition

Hood Roof◆ Conventional car and CFRP car

Weight Reduction Concept by using CFRTP

1,500

）

CFRP

Others

Standard sedanCFRP

CFRP ： 17%(174 kg)

Continuous CFRTP：Structural member such as frame

Discontinuous isotropic CFRTP

FR Engine Cover

Under Cover

Radiator Core Support

Energy AbsorptionPipe

RR luggage space

FR Dash

Door inner

(kg)

Body weight can be reduced by 30% with CFRTP application

0

500

1,000

Conventional CFRP car

車体

重量

（kg AL

Steel

Body weight1380→970kg （▲30%）

Steel968kg Steel

385kg

Discontinuous isotropic CFRTP： Panels, complex parts

Vehicle weight (

How to make Oil Can by CFRTP ?RectangularSteel Oil Can

Replacement of individual parts

Ultrasonic Welding

Laser trimming

Metal insert

Galvanic corrosion

Is this really the right way to reduce weight ?

Thermo forming

Thermal caulking joint

Design by composites More Flexible ! More Functional ! More Cute !

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020








Engineering)




Heat and Cool Molding is not bad, however…

Continuous Compression Molding for Mass Production

Pre heat

Press in 1 minCFRTP preform

Thermoplastic Preforms for Complex Parts

Carbon Fiber

Impregnation

C t Di i I ti

Thermoplastics

Prepreg tape

CutDispersion

UD sheet Cross sheet

Tape reinforced sheet

ThermoplasticsMat reinforced sheet

Cut Dispersion Impregnation p

Modification of both CF and PP to Improve Adhesion

Normal CF+ PP without modification

Special treated CF+ PP without modification

Normal CF+ PP with modification

Special treated CF+ PP with modification

PM

One shot

Developing Direction of CFRTP for Mass Production

Autoclave moldingwith

continuous prepreg

bsorptan

ce

High cycle press moldingwith discontinuous

thermoplastic prepregs

PM

Combination

ffne

ss Strength

Press moldingwith

Resin transfer moldingwith

continuous preform

→Too expensiveToo slowOnly simple shapeDifficult to recycle

↓Too weak

Energy Ab Fully resin impregnated preforms

realize high cycle molding and high performanceFiber/tape flow molding can make complex shape parts by one shotFibers keep straight and lengths keep longer than critical ones

IM

Stif

Formability, Molding Cycle Time, Cost

withdiscontinuouslong fiber

Thermosetting

Thermoplasitcs

Injection moldingwith

discontinuous short fiber

Difficult to recycle

Comparison of Weight Lightening Ratio between CF/PP and Steel Parts

Panel with the same flexural stiffness

Panel with the same tensile stiffness

Hollow beam with the same flexural stiffness

Panel with the same flexural stiffness

Panel with the same tensile stiffness

Hollow beam with the same flexural stiffness

Comparison between CFRTP and Steel Hollow Beam

Weight is 50% Energy absorption capacity is

2.0 times of 440MPa grade steel1.5 times of 780MPa grade steel

CF/EP CF/PP

Comparison of Fracture Process

ー Steel Partsー CF/EP Partsー CF/PP Parts

Comparison of Steel, CF/EP, and CF/PP Parts

1. Compared to steel parts, the weight of CFRP parts is from 1/3 (plate) to 1/2 (beam).

2. Elastic strain range of CFRP is lar er hence less likel to dentCF/PP Parts

Flexural Loa

d

larger, hence less likely to dent.3. CF/EP shows sudden load fall

due to the delamination, hence is weak in hole, notch and corner.

4. CF/PP not only shows high energy absorption capacity but is stronger in hole, notch and corner.

Flexural Deformation

5. Additionally, CF/PP can easily bond, repair and recycling by using thermoplasticity.

6. By using these features of CF/PP, new structures and manufacturing methods can be developed.

CFRTS: Bolted or adhesive joint ‐‐‐ weaker than base material

Difference in Adhesion between CFRTS and CFRTP

‐‐‐ the same or stronger than base materialCFRTP: Welding joint

Heat Up

fiber volume fraction becomes higher and fiber tangles at the welded section !

Sample Parts by using Discontinuous CF Preforms

Automotive Materials and Structures

panel88%

frame12%

panel57%

frame30%

casting13%

< Monocoque body >Better structure for lightweight

< Frame monocoque hybrid body >Better for safety and recyclability

Automobile parts are mostly composed of plates. Flexural properties are dominant in the case of

automotive materials and structures.

SeatDoor FrameFender Support

Front CowlRR luggage Partition

Hood Roof◆ Conventional car and CFRP car

Weight Reduction Concept by using CFRTP

1,500

）

CFRP

Others

Standard sedanCFRP

CFRP ： 17%(174 kg)

Continuous CFRTP：Structural member such as frame

Discontinuous isotropic CFRTP

FR Engine Cover

Under Cover

Radiator Core Support

Energy AbsorptionPipe

RR luggage space

FR Dash

Door inner

(kg)

Body weight can be reduced by 30% with CFRTP application

0

500

1,000

Conventional CFRP car

車体

重量

（kg AL

Steel

Body weight1380→970kg （▲30%）

Steel968kg Steel

385kg

Discontinuous isotropic CFRTP： Panels, complex parts

Vehicle weight (

How to make Oil Can by CFRTP ?RectangularSteel Oil Can

Replacement of individual parts

Ultrasonic Welding

Laser trimming

Metal insert

Galvanic corrosion

Is this really the right way to reduce weight ?

Thermo forming

Thermal caulking joint

Design by composites More Flexible ! More Functional ! More Cute !

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020








Engineering)




Market50 – 70 %

Raw CF100 %

In‐plant waste30 – 50 %

‐‐‐‐‐‐‐‐‐‐‐waste at trimming ‐‐‐‐‐‐‐‐‐‐‐

How to Reduce or Reuse the In‐plant Waste of CFRP ?

‐‐ storage loss ‐‐

‐‐‐‐‐‐‐‐ NG parts ‐‐‐‐‐‐‐‐

‐‐‐‐‐ quality assurance inspection ‐‐‐‐‐

“in‐plant waste” and “market waste”

CF

Preform Primary parts Vehicle End of life parts

NG partsWaste

In‐plant waste Market waste

Damaged parts

Resin

Preform Primary parts Vehicle End of life parts

“in-plant waste” : identity of the material is clearno environmental degradation

“market waste” : identity of the material is not clearwith environmental degradation

high quality recycled materials

Recycling of In‐Plant CFRTP Waste

WithoutGlue

Panel with only recycled CF/PP

Panel with fresh CF/PP

Double Belt PressRecycledPlate Fresh Sheet

Hybrid Stamping

Injection Molding

h l i

Prepreg Sheets

UD Sheet

Raw Material

Thermoplastic Prepreg Sheets by Waste CFRP

DirectFilm

PowderStaple

Cloth Sheet

Thermoplastics

CF

Tape

Tape Reinforced Sheet

Staple

OpeningCut

DispersionStraightenCombine

Mixing

p

Card Web Reinforced Sheet

Mat Reinforced Sheet

Recycled CF

Spinningetc.

[ Key Factors ]Fiber LengthAlignment

Surface TreatScattering

Impregnation

Life cycle energy consumption of various types of vehicles

Bus

Material production Parts & vehicle productionUse MaintenanceWaste Transport

2t truck

4t truck

10t truck

Bus

0% 20% 40% 60% 80% 100%

Passenger car

Source: J. Kasai, The Int. J. of Life Cycle Assessment, Vol.5, No.5, p.316 (2000)

Energy Consumption for Parts Production

assembly, molding steel or matrix resin productionCF production materials recoverly

The weight of CFRP plate is one third of steel plate.

Energy Consumption [MJ/parts] ≠ Energy Intensity [MJ/kg]

Recycled CF/EP with PPFresh CF/EP (Vf=40)Fresh CF/EP (Vf=50)Fresh CF/EP (Vf=60)

Recycled SteelFresh Steel

CF production materials recoverlyThe weight of CFRP frame member is a half of steel one.

0 50 100 150 200 250

Repaired or Recycled CF/PPFresh CF/PP (Vf=20)Fresh CF/PP (Vf=30)Fresh CF/PP (Vf=40)

Energy intensity [MJ/kg]

Innovative CF

Systematic R&D of CFRTP Technologies

h bili

material simulation molding simulation CAE

h i f f ih i f h i l

← demand for materials ← demand for shape

merchantabilitymechanism of forming and flow behavior due to T‐p‐t, etc.

mechanism of physical property due to resin, fiber morphology, surface treatment, etc.

specification change

↓material

modification↓

↑individual design by company

↑dynamic social

demand

Usual development

know‐how aboutparts shape,molding condition, etc.

know‐how aboutevaluation method, properties DB, etc.

know‐how about performance, function, etc.

Solve the New Requests for Automobile !

Stiffness

For driving performance↑↑

Panel parts solve them

Energy Absorption↑

Frame parts solve them

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020








2020Tokyo

Engineering)




Thank you for your kind attention.

Activity in CFRTP for Automotive Applicationj-t.o.oo7.jp/publications/20131112JISSE13-PPT.pdf13th...

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